Abstract: Methods and systems are provided for an actuation system for a parking mechanism in a transmission system of a vehicle. In one example, a system may include an actuator coupled to a lever arm via one or more parallel axis gears, and a shaft connecting the lever arm to a pawl of the parking mechanism, the lever arm non-back drivable at each of a first state and a second state of the actuation system.

Abstract: A power transmission device is provided, which includes a main-drive-wheel drive part, and an auxiliary-drive-wheel drive part having a power extraction part which has a transfer gear set comprised of a transfer drive gear connected to the main-drive-wheel drive part and a transfer driven gear meshing with the transfer drive gear and configured to transmit power to the auxiliary drive wheels. In a power transmission path from the main-drive-wheel drive part to the transfer drive gear, an input shaft connected to the main-drive-wheel drive part and a power transmission shaft connected to the transfer drive gear are coupled to each other in a radial direction through a first spline having a first backlash. A first shear damper without backlash and a second shear damper provided with a second spline having a second backlash smaller than the first backlash are provided between the input shaft and the power transmission shaft.

Abstract: To detect the occurrence of slippage, a transmission health monitor integrates speed measurements for an engine shaft and a transmission shaft to determine a number of revolutions for each shaft. The monitor then uses a ratio of the revolutions adjusted for a transmission gear ratio to determine whether slippage has occurred. Based on the slippage, the monitor can determine a cumulative amount of wear on a clutch for each gear and track the rate of change of slippage over time to determine a rate at which wear is occurring. The monitor can also correlate slippage calculations with torque measurements to identify operating conditions at which slippage is occurring. The monitor uses the cumulative amount of slippage, the rate of change of slippage, and the operating conditions at which slippage is occurring to estimate a remaining lifespan for a clutch or indicate that a clutch should be repaired or replaced.

Abstract: An in-vehicle control device includes: a requested torque calculation unit which calculates a requested torque on the basis of a driving state of a vehicle; a requested torque change amount calculation unit which calculates the amount of change in requested torque per unit time as a requested torque change amount; an estimated generation torque calculation unit which calculates estimated generation torque estimated as being generated by an engine; an estimated generation torque change amount calculation unit which calculates the amount of change in estimated generation torque per unit time as an estimated generation torque change amount; and an abnormality detection unit which detects an abnormality of the engine on the basis of the integrated value of a difference between the requested torque change amount and the estimated generation torque change amount, and outputs abnormality determination for the engine.

Abstract: An actuator (1) for a component, in particular for a transmission component of a motor vehicle, including a processor (2) which is connected to an electric motor (3) for the closed-loop or open-loop control thereof, a final control element (4) which can be moved by the electric motor (3), wherein at least one (actuator-integrated) vibration sensor (5) is coupled to the processor (2), and the processor (2) is designed to evaluate the signals delivered by the vibration sensor. A method for evaluating vibrations on a transmission component of a motor vehicle is also provided, in which vibrations on the transmission component are detected by a vibration sensor (5) on the actuator and are processed in a processor (2) of an electromotive actuator (1).

Abstract: A clutch device includes a clutch center, and a pressure plate movable toward or away from the clutch center, rotatable relative to the clutch center, and operable to press input-side rotating plates and output-side rotating plates. The clutch center includes center-side fitting teeth holding the input-side rotating plates and the output-side rotating plates, projecting radially outward from an outer peripheral surface of an outer peripheral wall, and arranged in circumferential directions, and an oil channel in an end portion of at least one of the center-side fitting teeth in a second direction. The oil channel allows clutch oil flowing at least at an inner peripheral surface of the outer peripheral wall to be discharged to outside of the clutch center.

Abstract: A clutch release bearing assembly is disclosed herein that includes a more durable and improved interface for engaging an actuator. The assembly includes a housing having at least one flange, and the housing is formed from a first material. At least one insert is supported on the at least one flange, and the at least one insert is configured to engage an actuator. The at least one insert is formed from a second material that is different than the first material.

Abstract: In a predetermined first state, a distance (D1) in a second direction between a contact portion (Pin) between a input-side engaging part (9) and an input-side engaging part (17) and a rotation center (O) is larger than a distance (D2) in the second direction between a contact portion (Pout) between an output-side engaging part (12) and an output-side engaged part (14) and the rotation center (O). In a locked state or a semi-locked state, a contact portion (C1) between the output-side engaging part (12) and the output-side engaged part (14) is located closer to the rotation center (O) of the output member (4) in a first direction than an imaginary straight line (L) connecting a contact portion (C2) between one pressing surface (13) of the pair of pressing surfaces (13) and a pressed surface (6) to the rotation center (O) of the output member (4).

Abstract: An electric engine for a vertical takeoff-and-landing aircraft comprising an electric motor assembly including a stator and a rotor. The electric engine may comprise an inverter assembly, a gearbox assembly including a sun gear, and a main shaft including a length of the main shaft that extends from a first end of the main shaft through the gearbox assembly and through the electric motor assembly to a second end of the main shaft. The electric engine may include a hydrodynamic bearing located between the main shaft and sun gear, and a bearing including an inner race mechanically coupled to the main shaft and an outer race mechanically coupled to the rotor. The electric engine may include a bearing including an outer race mechanically coupled to an inner surface of the rotor.

Abstract: An electric drive axle for a motor vehicle includes a first half shaft, a second half shaft, a first parking lock unit associated with the first half shaft, and a second parking lock unit associated with the second half shaft. The first parking lock unit and the second parking lock unit are mechanically connected to one another via a connecting linkage. A central actuator arrangement is adjustingly connected to the connecting linkage.

Abstract: A park lock unit and method for operation of said unit are provided. In one example, the park lock unit includes a sliding assembly that engages and disengages a parking pawl from a toothed wheel and an electronic actuation assembly configured to engage the parking pawl with the toothed wheel when electric power provided to the electronic actuation assembly drops below a threshold value. The park lock unit further includes a manual release mechanism configured to disengage the parking pawl from the toothed wheel in response to operator input.

Abstract: Vehicles that are relatively heavy and/or configured to transport heavy loads may utilize a powertrain comprising an electric machine capable of operating at high speeds and a multispeed transmission to propel the vehicle. An interface module is configured to modulate torque between the electric machine and the multispeed transmission allowing the electric machine to smoothly match speed as the multispeed transmission shifts between gears. The interface module facilitates efficient, predictable, and reliable modulation of torque between an input and an output of the powertrain of the vehicle.

Abstract: A parking apparatus for a vehicle and a transmission for a vehicle are provided. The parking apparatus for the vehicle includes an actuator, a pinion gear mounted in an end portion of the actuator and rotating in a same direction as the actuator rotates, a rack gear engaged with one side of the pinion gear and linearly moving in a tangential direction to the pinion gear as the pinion gear rotates, a push assembly including a push shaft extending from an end portion of the rack gear and a push head provided on one side of the push shaft, a parking sprag rotating according to an operation of the push assembly, and a parking gear mounted in a driver and selectively engaged with the parking sprag as the parking sprag rotates.

Abstract: A torque converter centering sleeve assembly is disclosed herein that includes an anti-contamination plate. The assembly includes a centering sleeve including a body. A plate, i.e. an anti-contamination plate, is arranged inside of the centering sleeve. The plate includes at least a first portion and a second portion in contact with an inner surface of the centering sleeve such that the plate partitions off a pocket defined by the centering sleeve. The plate can be secured to the centering sleeve via a snap fit or press fit.

Abstract: A planetary gearset including a gear arrangement including a centrally arranged sun gear rotationally fixable to a drive shaft, a set of planet gears distributed circumferentially around the sun gear, a ring gear member extending circumferentially around the planet gears, a ring gear, planet gear shafts arranged centrally in a corresponding planet gear, planet gear bearings arranged between a corresponding planet gear shaft and planet gear, wherein each planet gear shaft includes a planet gear shaft channel with an inlet opening and an outlet opening, a planet carrier connected to the set of planet gears via the planet gear shafts, wherein each planet gear shaft extends in an axial direction from the planet gear through the planet carrier and includes a protruding portion that protrudes out from the planet carrier and includes the inlet opening.

Abstract: A differential for a rear wheel drive vehicle is previewed comprising a differential case for rotationally supporting and housing a pinion shaft with the pinion shaft extending axially through an opening in the differential case. A pinion seal extends around the pinion shaft and has an outer edge abutting a cavity wall defining the opening in the differential case. The pinion seal has an axial lip projecting in an axial direction. A plastic deflector has a discshaped main body formed of a plastic material, a passageway extending through the plastic deflector, and a stainless steel ring fixedly coupled to the disc-shaped main body providing a stainless steel running surface. The plastic deflector is assembled on the pinion shaft such that the pinion shaft extends through the deflector passageway and the stainless steel running surface abuts the axial lip of the pinion seal.

Abstract: The invention relates to a hydraulic system for a vehicle transmission, comprising: a hydraulic circuit arranged for generating a pressure, a hydraulic actuator arranged for engaging a park lock system, wherein the hydraulic actuator is hydraulically connected to the hydraulic circuit for actuation of the hydraulic actuator using the pressure, and a back-up system configured to keep the pressure above a predetermined pressure threshold for maintaining an actuation of the hydraulic actuator for a predetermined period of time in case of an operational interruption of a transmission control unit of the vehicle.

Abstract: A working vehicle includes: a clutch displaceable to a connected state in which power is transmitted to a drive, a disconnected state in which the transmission is disconnected, and a half-clutch state in which power is slidably and partly transmitted to the drive; a detector that detects an operation position of a clutch pedal and outputs a detected value corresponding to the operation position detected; a control device that brings the clutch into the half-clutch state if the detected value corresponds with a threshold, and brings the clutch into the disconnected state if the detected value is less than the threshold and into the connected state if the detected value is greater than the threshold, and vice versa; and a change unit that changes the threshold to a different value in accordance with an operation on the operation member.

Abstract: A parking lock device for a transmission of a vehicle. The device comprising a wheel, a pawl for locking the wheel against rotation and an actuator unit arranged for movement of the pawl relative to the wheel. The pawl has a locked position where the pawl and the wheel are engaged and an unlocked position where the pawl and the wheel are disengaged. The pawl and the actuator unit are mechanically coupled to each other by a pin and slot mechanism having a guide slot and a guide pin received by the guide slot.

Abstract: Pressure-side cam portions of a pressure plate each include a pressure-side assist cam portion including a pressure-side assist cam surface, a pressure-side body located between the pressure-side assist cam portion and a pressure-side slipper cam portion, and a first stepped portion between a main outer circumferential surface of the pressure-side body and a sub outer circumferential surface of the pressure-side assist cam portion. The sub outer circumferential surface is located radially inward of the main outer circumferential surface. The sub outer circumferential surface is inclined radially inward in a second direction. Among portions of the main outer circumferential surface, at least a stepped portion-side outer circumferential surface adjacent to the first stepped portion is inclined radially outward in the second direction.